Boeing Numerical Designation Of Aircraft - Airliners.net Airliners.net #1 Sun Sep 21, 2014 11:20 pm Not sure if I titled this correctly but here is my question. If Boeing develops a 797 and then develops another airliner after the 797 would the numerical designation of that airliner be 807 since Boeing aircraft designations always go in units of 10? Or would be Boeing find a way to keep the number "7" as the first number of that aircraft? Does anyone know if Boeing has decided what they are going to do with their aircraft numbers that far into the future? Thanks for your responses. Mon Sep 22, 2014 12:58 am Interesting question. I suppose only the guys at Boeing know, if they've even decided yet. Up to the 367, Boeing models did not have the current "x07" nomenclature at all. You had the 221, the 247 and the 377, for example.

"There are no stupid questions, but there are a lot of inquisitive idiots." - John Ringo Mon Sep 22, 2014 1:19 am The SST was going to be the 2707. Then during the development phase the 787 was the 7E7 so you could have an alpha and numeric designation. The in some cultures the 8 is a lucky number so 808, 818 etc. Then you could have the software developers come up with a number like 737point6 Not even sure that anything has really been settled on at this point. Okie Mon Sep 22, 2014 2:36 am To add to the confusion, there was a 717 before the current 717. Then during the development phase the 787 was the 7E7 so you could have an alpha and numeric designation. In the same vein, the 757 was known as 7N7 during development.

"There are no stupid questions, but there are a lot of inquisitive idiots." - John Ringo In the same vein, the 757 was known as 7N7 during development. Yep, and the 767 was known as the 7X7. The Pink Delta 767-400ER - The most beautiful aircraft in the sky #6 Mon Sep 22, 2014 6:02 am My guedd is that one Boeing finishes with the 7X7 series they'll go to 1XXX, 2XXX,3XXX and so on for model numbers to the Public. Internal Model Numbers? Their first commercial model was the model 247, was there a 248,9,250...? for the 377 were there models 301-376? the B17 was a model 299, What was the B29's model number? the Model 377 was the C97, KC -97 and passenger 377 . It stands to reason they must have different internal models than the commercial designation, their time line has SCADS of model numbers.

Their first commercial model was the model 247, was there a 248,9,250...? for the 377 were there models 301-376? Some of those existed. Below are (probably) all Boeing model numbers.

Source: Wikipedia - Aircraft 1 2 3 4 5 6 6D 6E 7 8 10 15 16 21 40 42 50 53 54 55 58 63 64 66 67 68 69 72 74 75 77 80 81 83 89 93 95 96 99 100 101 102 200 202 203 204 205 214 215 218 221 222 223 226 227 234 235 236 246 247 248 251 256 264 266 267 273 280 281 294 299 300 306 307 3

14 316 344 345 367 367-80 377 400 450 451 464 466 474 479 701 953 707 717 (i) 717 (ii) 720 727 733 737 739 747 757 767 777 787 2707 Turbine engines Quoting strfyr51 ( Reply 5 ): What was the B29's model number?

Boeing Model 345. The Boeing 345 derivatives were 367 Stratofreighter/Stratotanker (somewhat oddly the same basic number as the completely different 367-80) and 377 Stratocruiser. [Edited 2014-09-22 01:00:19] The SST was going to be the 2707. And early SST development concepts were known as the 733. Then during the development phase the 787 was the 7E7 so you could have an alpha and numeric designation. There was also the 7J7 prop fan of the 1980s. Yep, and the 767 was known as the 7X7.

The 7X7 has been used for a number of Boeing studies with Aeritalia: A "conventional" tri-jet similar to the L-1011; An "unconventional" tri-jet with engines mounted in line with the wing (exhausting above) and a 727-style T-tal and rear centerline engine; A T-tail configuration with four engines mounted in line with the wing (exhausting above); this model appears based on an earlier concept from 1973 called 767-642C. There is also the 763-246C concept, with would have been a four-engine single-deck VLA with 2+4+4+2 seating Quoting Starlionblue ( Reply 6 ): Below are (probably) all Boeing model numbers. the list is sorely lacking.. one should remember that Boeing models cover many more applications. like wing foil studies, hydrofoils, gas turbines, satellites, missiles, non aircraft manufacturing (like the mobile asphalt mixer) and transit vehicles, one off studies like Fresh 1, etc..

then couple those with inherited model numbers form MD , Hughes, Rockwell, Piasecki, Vertol.. Looking at the existing list there are holes.. however I would anticipate theme starting a whole new four digit series, it will be simple not like the auto industry that seems to use a random alpha-numeric model generator #10 Mon Sep 22, 2014 8:02 pm As a general rule, Boeing introduces an entirely new type about every 10 years. So if they hold to that rule, the 797 is still a good decade off and the model after the 797 would be about 20 years off. First, they could swap the numbers for letters. 7A7, 7B7, 7C7, etc. Second, they could add another letter on the front or back. 1707, 1717, 1727 or 7071, 7171, 7271 Third, they could switch to 8s, which is a "lucky" number in Asian cultures (much like 7 is a lucky number in Western culture).

808, 818, 828, etc. Fourth, they could do what a lot of car manufacturers have done and abandon model numbers altogether for names. "Dreamliner." "Ecoliner." "Switfliner." "Ginormousliner." Etc. Or they could do something completely out of left field. The only thing that we can be fairly certain of is that the models won't start with "A3--" -Doc Lightning- "The sky calls to us. If we do not destroy ourselves, we will one day venture to the stars." -Carl Sagan Quoting kanban ( Reply 11 ): your second idea is the only one with weight.. the 7alpha has been used for design development, the 800 series contains hydrofoil design development. No need to have internal and marketing numbering always be the same. I think 807, 817... is a possibility even if those have already been used internally. For a variety of reasons three-digit identifiers are more practical for airliners than four-digit ones. In any case it will be a good long time before Boeing has to answer the question.

There is only one all-new aircraft type (the new narrowbody family) that Boeing is likely to create within the next 15 years. It will presumably be the 797. Quoting okie ( Reply 14 ): Quoting Viscount724 (Reply 13): I think they'd avoid that, at least as long as the GDS systems are restricted to 3-character aircraft type codes How do they deal with L-1011 Tri-Star and L-1049 Constellation? L-1011 code in schedules was L10 (L15 for the L-1011-500). Believe the code for the L-1049 was L49 but there probably wasn't much need for that as there weren't many still in service by the time airline reservations were computerized. In their own timetables, airlines used their own ways of identifying aircraft. TWA identified Constellation flights with a star symbol, and AC (then TCA) used the code "SC" for Super Constellation to identify L-1049G flights.

[Edited 2014-09-22 18:23:34] Quoting kanban ( Reply 11 ): the 7alpha has been used for design development, the 800 series contains hydrofoil design development.. And that doesn't mean a lick of anything. They even used model 717 before and then with the MD -95, they did it again. It's their company, their model, and their model number. They can call it almost anything they want within reason. In fact, there's no guarantee that they'll call the next model the 797 (although I'd be shocked if they didn't). There are other things to consider when selecting a airplane number: How does the number interact with the rest of the Boeing computer system. It's a computer. It can be programmed to do just about anything they need it to do. -Doc Lightning- "The sky calls to us. If we do not destroy ourselves, we will one day venture to the stars." -Carl Sagan Quoting seabosdca ( Reply 12 ): In any case it will be a good long time before Boeing has to answer the question.

There is only one all-new aircraft type (the new narrowbody family) that Boeing is likely to create within the next 15 years. It will presumably be the 797. It won't be before we get into the second half of the 21st century, that Boeing will design the successor to the 797, and think about the numbering system. An 8 or 10 year old little boy today who maybe will be the CEO of Boeing Commercial Airplanes in the 2050s will have to think about that. Who knows what air transportation will be like in 2050? The only thing we know is in the 2050s Boeing will celebrate the centennial of jet air transport. Boeing will probably be thinking of hypersonic planes covering distances such as: Los Angeles-Tokyo in 3 hours Los Angeles-Sydney in 4 hours London-Singapore in 3 hours New York-Tel Aviv in 3 hours US transcons in only 1 hour Tokyo-Honolulu in 2 hours By then the world will run out of fuel and new engine will use new resources such as liquid hydrogen or plasma, or whatever energy resource become available.

Boeing has always done their numbering system around the number 7, so I don't think they would jump out of the number 7 and start with the 808 numbering system, though it is not impossible. The model that will come after the 797 maybe will be the 7107 (people will call it seven ten seven), 7117, 7127, and so on...and then we'll be getting close to the 22nd century, and then in 2103 there will be celebrations for the bicentennial of the Wright Brothers. Ben Soriano Boeing Numerical Designation Of Aircraft - Airliners.net Airliners.net #1 Sun Sep 21, 2014 11:20 pm Not sure if I titled this correctly but here is my question. If Boeing develops a 797 and then develops another airliner after the 797 would the numerical designation of that airliner be 807 since Boeing aircraft designations always go in units of 10? Or would be Boeing find a way to keep the number "7" as the first number of that aircraft?

Does anyone know if Boeing has decided what they are going to do with their aircraft numbers that far into the future? Thanks for your responses. Mon Sep 22, 2014 12:58 am Interesting question. I suppose only the guys at Boeing know, if they've even decided yet. Up to the 367, Boeing models did not have the current "x07" nomenclature at all. You had the 221, the 247 and the 377, for example. "There are no stupid questions, but there are a lot of inquisitive idiots." - John Ringo Mon Sep 22, 2014 1:19 am The SST was going to be the 2707. Then during the development phase the 787 was the 7E7 so you could have an alpha and numeric designation. The in some cultures the 8 is a lucky number so 808, 818 etc. Then you could have the software developers come up with a number like 737point6 Not even sure that anything has really been settled on at this point.

Okie Mon Sep 22, 2014 2:36 am To add to the confusion, there was a 717 before the current 717. Then during the development phase the 787 was the 7E7 so you could have an alpha and numeric designation. In the same vein, the 757 was known as 7N7 during development. "There are no stupid questions, but there are a lot of inquisitive idiots." - John Ringo In the same vein, the 757 was known as 7N7 during development. Yep, and the 767 was known as the 7X7. The Pink Delta 767-400ER - The most beautiful aircraft in the sky #6 Mon Sep 22, 2014 6:02 am My guedd is that one Boeing finishes with the 7X7 series they'll go to 1XXX, 2XXX,3XXX and so on for model numbers to the Public. Internal Model Numbers? Their first commercial model was the model 247, was there a 248,9,250...?

for the 377 were there models 301-376? the B17 was a model 299, What was the B29's model number? the Model 377 was the C97, KC -97 and passenger 377 . It stands to reason they must have different internal models than the commercial designation, their time line has SCADS of model numbers. Their first commercial model was the model 247, was there a 248,9,250...? for the 377 were there models 301-376? Some of those existed. Below are (probably) all Boeing model numbers.

Source: Wikipedia - Aircraft 1 2 3 4 5 6 6D 6E 7 8 10 15 16 21 40 42 50 53 54 55 58 63 64 66 67 68 69 72 74 75 77 80 81 83 89 93 95 96 99 100 101 102 200 202 203 204 205 214 215 218 221 222 223 226 227 234 235 236 246 247 248 251 256 264 266 267 273 280 281 294 299 300 306 307 3

14 316 344 345 367 367-80 377 400 450 451 464 466 474 479 701 953 707 717 (i) 717 (ii) 720 727 733 737 739 747 757 767 777 787 2707 Turbine engines Quoting strfyr51 ( Reply 5 ): What was the B29's model number?

Boeing Model 345. The Boeing 345 derivatives were 367 Stratofreighter/Stratotanker (somewhat oddly the same basic number as the completely different 367-80) and 377 Stratocruiser. [Edited 2014-09-22 01:00:19] The SST was going to be the 2707. And early SST development concepts were known as the 733. Then during the development phase the 787 was the 7E7 so you could have an alpha and numeric designation. There was also the 7J7 prop fan of the 1980s. Yep, and the 767 was known as the 7X7.

The 7X7 has been used for a number of Boeing studies with Aeritalia: A "conventional" tri-jet similar to the L-1011; An "unconventional" tri-jet with engines mounted in line with the wing (exhausting above) and a 727-style T-tal and rear centerline engine; A T-tail configuration with four engines mounted in line with the wing (exhausting above); this model appears based on an earlier concept from 1973 called 767-642C. There is also the 763-246C concept, with would have been a four-engine single-deck VLA with 2+4+4+2 seating Quoting Starlionblue ( Reply 6 ): Below are (probably) all Boeing model numbers. the list is sorely lacking.. one should remember that Boeing models cover many more applications. like wing foil studies, hydrofoils, gas turbines, satellites, missiles, non aircraft manufacturing (like the mobile asphalt mixer) and transit vehicles, one off studies like Fresh 1, etc..

then couple those with inherited model numbers form MD , Hughes, Rockwell, Piasecki, Vertol.. Looking at the existing list there are holes.. however I would anticipate theme starting a whole new four digit series, it will be simple not like the auto industry that seems to use a random alpha-numeric model generator #10 Mon Sep 22, 2014 8:02 pm As a general rule, Boeing introduces an entirely new type about every 10 years. So if they hold to that rule, the 797 is still a good decade off and the model after the 797 would be about 20 years off. First, they could swap the numbers for letters. 7A7, 7B7, 7C7, etc. Second, they could add another letter on the front or back. 1707, 1717, 1727 or 7071, 7171, 7271 Third, they could switch to 8s, which is a "lucky" number in Asian cultures (much like 7 is a lucky number in Western culture).

808, 818, 828, etc. Fourth, they could do what a lot of car manufacturers have done and abandon model numbers altogether for names. "Dreamliner." "Ecoliner." "Switfliner." "Ginormousliner." Etc. Or they could do something completely out of left field. The only thing that we can be fairly certain of is that the models won't start with "A3--" -Doc Lightning- "The sky calls to us. If we do not destroy ourselves, we will one day venture to the stars." -Carl Sagan Quoting kanban ( Reply 11 ): your second idea is the only one with weight.. the 7alpha has been used for design development, the 800 series contains hydrofoil design development. No need to have internal and marketing numbering always be the same. I think 807, 817... is a possibility even if those have already been used internally. For a variety of reasons three-digit identifiers are more practical for airliners than four-digit ones. In any case it will be a good long time before Boeing has to answer the question.

There is only one all-new aircraft type (the new narrowbody family) that Boeing is likely to create within the next 15 years. It will presumably be the 797. Quoting okie ( Reply 14 ): Quoting Viscount724 (Reply 13): I think they'd avoid that, at least as long as the GDS systems are restricted to 3-character aircraft type codes How do they deal with L-1011 Tri-Star and L-1049 Constellation? L-1011 code in schedules was L10 (L15 for the L-1011-500). Believe the code for the L-1049 was L49 but there probably wasn't much need for that as there weren't many still in service by the time airline reservations were computerized. In their own timetables, airlines used their own ways of identifying aircraft. TWA identified Constellation flights with a star symbol, and AC (then TCA) used the code "SC" for Super Constellation to identify L-1049G flights.

[Edited 2014-09-22 18:23:34] Quoting kanban ( Reply 11 ): the 7alpha has been used for design development, the 800 series contains hydrofoil design development.. And that doesn't mean a lick of anything. They even used model 717 before and then with the MD -95, they did it again. It's their company, their model, and their model number. They can call it almost anything they want within reason. In fact, there's no guarantee that they'll call the next model the 797 (although I'd be shocked if they didn't). There are other things to consider when selecting a airplane number: How does the number interact with the rest of the Boeing computer system. It's a computer. It can be programmed to do just about anything they need it to do. -Doc Lightning- "The sky calls to us. If we do not destroy ourselves, we will one day venture to the stars." -Carl Sagan Quoting seabosdca ( Reply 12 ): In any case it will be a good long time before Boeing has to answer the question.

There is only one all-new aircraft type (the new narrowbody family) that Boeing is likely to create within the next 15 years. It will presumably be the 797. It won't be before we get into the second half of the 21st century, that Boeing will design the successor to the 797, and think about the numbering system. An 8 or 10 year old little boy today who maybe will be the CEO of Boeing Commercial Airplanes in the 2050s will have to think about that. Who knows what air transportation will be like in 2050? The only thing we know is in the 2050s Boeing will celebrate the centennial of jet air transport. Boeing will probably be thinking of hypersonic planes covering distances such as: Los Angeles-Tokyo in 3 hours Los Angeles-Sydney in 4 hours London-Singapore in 3 hours New York-Tel Aviv in 3 hours US transcons in only 1 hour Tokyo-Honolulu in 2 hours By then the world will run out of fuel and new engine will use new resources such as liquid hydrogen or plasma, or whatever energy resource become available.

Boeing has always done their numbering system around the number 7, so I don't think they would jump out of the number 7 and start with the 808 numbering system, though it is not impossible. The model that will come after the 797 maybe will be the 7107 (people will call it seven ten seven), 7117, 7127, and so on...and then we'll be getting close to the 22nd century, and then in 2103 there will be celebrations for the bicentennial of the Wright Brothers. Ben Soriano Aerospaceweb.org | Ask Us - Future Airliners Future Airliners Can you tell me anything about the Boeing 787 and 797 as well as the Airbus A350, A360, A370, and A390? I'd at least like some general ideas about them such range, capacity, and dimensions. What would future airliners look like, apart from the ugly Boeing BWB? - question from name withheld Note that both Airbus and Boeing have announced new projects since this article was originally written.

The designation 787 now belongs to the Boeing project that had been called 7E7 that is discussed in greater detail below. Similarly, Airbus has announced a competitor to the 787 known as the A350 . Both of these aircraft are in the same class as the 767 and A300/A310 that they will ultimately replace. Otherwise, the descriptions of possible furture projects described below remain accurate. Updates, where appropriate, are indicated in italics. There are as yet no official plans for any Boeing 787 or 797. Up until a couple years ago, most people believed Boeing's next major project might be a follow-on to the 747 to compete with Airbus's super-jumbo A380 . While Boeing pushed developing an upgraded 747 model, most airlines indicated that they would prefer an entirely new design instead. The only publicly released concept I've come across for this potential new-build aircraft is shown below. Boeing's internal designation for this design study was the 763-246C.

If it had gone into production, it would likely have been rechristened the 787 to conform to the standard Boeing naming convention. Now that the 787 designation has been assigned, any new replacement that Boeing might launch to replace the 747 would probably be called the 797. Once the 7-7 designations are exhasted, it is unknown what convention Boeing might adopt next. Possibilities include 8-8 or maybe 7--7. Only time will tell. Boeing 763-246C (click for larger image) As illustrated in the following image, the 763 concept not only provided room for 450 to 550 passengers, but could be equipped with sleeping berths in an upper deck for longer intercontinental routes up to 9,000 nm (16,740 km). Boeing 763-246C internal cross-section (click for larger image) Nevertheless, Boeing abandoned both the upgraded 747 and any potential replacements, at least temporarily, when it announced plans to focus on a completely different market for its next major project.

Instead of building a very large jetliner to carry 500 or more passengers, Boeing believed a more lucrative market existed in carrying about 250 passengers over very long ranges at higher speeds than is possible with conventional airliner designs. This philosophy was reflected in the Sonic Cruiser concept unveiled in early 2001. This aircraft would have been a competitor in the 767 and A310 class of airliners. Note that Boeing has now developed an upgraded 747 version called the 747-8. However, this new model is designed for 450 passengers in a typical three-class configuration rather than 500 or more. Boeing Sonic Cruiser concept The Sonic Cruiser created somewhat of a sensation when first announced, but airlines and Boeing became progressively less enthusiastic over the ensuing months. The aircraft would require rather substantial improvements in technology to achieve its stated goals of cruising at about Mach 0.95, compared to Mach 0.8 for most commercial airliners, over a range between 6,000 nm and 10,000 nm (11,120 km to 18,530 km).

This kind of technological advancement could well drive up the cost so much that most airlines showed no willingness to commit to the idea. Even the percieved advantage of a faster commercial aircraft caused concern because of all the scheduling difficulties it would raise. The terrible financial situation of the airlines after September 11 only worsened prospects for launching the design. Due to this lackluster response and its inability to make a strong business case for the aircraft, Boeing officially shelved the Sonic Cruiser concept in December 2002. In its place, the company has decided to refocus its attention on a conventional 250-seat design that had been under consideration in tandem with the Sonic Cruiser. The conventional design, originally known as Project Yellowstone, will cruise in the Mach 0.8 region but incorporate advanced "super-efficient" technologies to significantly lower operating costs in comparison with today's airliners. However, the new airliner is apparently not to be known as the 787 but has been designated the 7E7, E standing for Efficient. We now know that the 7E7 designation was only temporary and the new Boeing aircraft has been officially renamed the 787.

Since the basic designs of both the 767 and A310 are getting upwards of 25 or 30 years in age, a replacement in that market is probably a wise move on Boeing's part. In addition, the potential savings in operational costs offered by the new efficient technologies are very appealing to cost-concious airlines. Blended Wing Body concept A completely different path that Boeing may choose to pursue in the near future is the Blended-Wing-Body, or BWB. Despite your rather unappreciative comments, some of our staff have had the opportunity to meet with and talk to one of the concept's creators, and we've found it to be a most interesting design. The BWB is related to the flying wing, but is a somewhat more sophisticated concept that resulted from a study to determine the optimum low-drag shape to contain a given volume of passenger space. The resulting fuselage resembles a flattened sphere that tapers down and blends into the outboard wings, hence the name Blended-Wing-Body. The thick center-section could hold some 500 to 800 passengers, as illustrated below.

Additional studies have focused on smaller variants in the 250- to 300-passenger range, and a recently reported study indicated that a cruise speed of Mach 0.9 over a range of 7,500 to 8,900 nm (13,875 to 16,465 km) might be an optimum design point. Blended Wing Body internal layout The BWB was first created by the commercial aircraft division of McDonnell Douglas (MDD), a firm that was purchased by Boeing in the mid-1990s. Though Boeing expressed little interest in continuing most of MDD's projects, they have shown the foresight to carry on low-level development of the revolutionary BWB. However, Boeing has not yet provided any indication that the design will go into full-scale development or production. While such an aircraft could potentially reduce operating costs significantly, concerns have been raised about compatibility with existing airport infrastructure and the difficulty of evacuating so many people from the deep interior cabin in an emergency. In addition, many airlines are worried that passengers may be unwilling to fly an aircraft that is so different looking from what they are used to.

Perhaps because of these concerns, the most likely application for a BWB design in the near future is a military transport or refueling tanker rather than a commercial airliner. NASA has been funded to test a subscale version of the BWB called the X-48 to evaluate the feasibility of the idea. That pretty much sums up what we know of the possible future directions Boeing may take, but Airbus is even more of a mystery. The multinational conglomerate has focused so much of its efforts on developing the latest variants of the A330 and A340 as well as the completely new A380 that little is known of what its next big project might be. Airbus A380 The first mystery we can address is what happened to the designations in between A340 and A380. Airbus apparently conducted some sort of market research when looking for a name for its latest product, originally known as the A3XX. Immediately eliminated was the designation A370 since the number 7 is so often associated with rival Boeing. For whatever reasons, the numbers A350 and A360 were also deemed unpopular and appear to have been skipped, perhaps permanently.

A380 was eventually selected primarily because the cross-sectional shape of the fuselage resembles the digit 8, but also because 8 is considered a special number in Asian cultures, the primary market at which the A380 is aimed. As for future projects, it was mentioned earlier that the A300 /A310 series is nearing the end of its production run, and a replacement for this class of airliner is the most probable candidate. The company is considering a number of different options, including a stretched variant of the A320 , known as the A322, or a shortened variant of the A330, dubbed the A330-500. However, a more likely possibility is a completely new class of airliners to fill the gap between the narrow-body A320 and widebody A330. If built, this class of airliners would probably include a shorter-range 200-passenger model and a longer-range 250-passenger model, both with a tentative service entry around 2010. This class of airliners has tentatively been named the A305, and no plans have yet been announced for any A390.

Airbus has in fact committed to this new airliner, but it was given the designation A350 instead of A305. Again, this decision appears to have been made purely for marketing reasons as Airbus wanted to emphasize that the A350 is a new design and not merely an update to the aging A300 family. Though this answer has included a number of possibilities and been vague on what might actually happen, you must remember that Boeing and Airbus are bitter rivals who purposefully obfuscate their intentions to keep each other off balance and maintain their competitive edge. As a result, we really have no idea what projects they might actually decide to pursue or when. We can only make our best educated guesses as to where the airline market is going and what classes of aircraft are likely to be in demand. - answer by Jeff Scott , 5 January 2003 Read More Articles: Boeing: 787 Dreamliner Connecting the World New Routes and the 787 Dreamliner Family With its unparalleled fuel efficiency and range flexibility, the 787 Dreamliner family is helping airlines open new nonstop routes profitably.

At more than 120 new routes and counting, the 787 family is connecting cities and people around the world while meeting passengers’ expectations for direct flights. Connecting the World New Routes and the 787 Dreamliner Family With its unparalleled fuel efficiency and range flexibility, the 787 Dreamliner family is helping airlines open new nonstop routes profitably. At more than 120 new routes and counting, the 787 family is connecting cities and people around the world while meeting passengers’ expectations for direct flights. Boeing's new 747-8 Intercontinental: Same same, but different - CNN.com Boeing's new 747-8 Intercontinental: Same same, but different By CNN Staff Updated 9:24 PM ET, Tue April 16, 2013 Chat with us in Facebook Messenger. Find out what's happening in the world as it unfolds. Photos: A tour of Boeing's 747-8 Intercontinental New chapter for the 747 – Water cannons greet the arrival of the first 747-8 Intercontinental to Hong Kong in April.

The latest version of the fabled jumbo jet, the 747-8 Intercontinental rolled out last year and is currently being built at a rate of two per month. Each 747-8 is made up of about 6 million parts and has a list price of $351.4 million. Hide Caption 1 of 14 Photos: A tour of Boeing's 747-8 Intercontinental New and old – Lufthansa is the only airline flying a passenger version of the Boeing 747-8 Intercontinental. The carrier took delivery of the first of 19 planes in May 2012. Boeing changed its naming convention for the latest 747. The plane's "747-8" designation highlights the technology connection between Boeing's 787 Dreamliner and its new 747. An older 747-400 appears in the background of this photo. Hide Caption 2 of 14 Photos: A tour of Boeing's 747-8 Intercontinental Raked wingtip – If you didn't notice it in the first two images, this photo taken through a rain-stained window shows the new wing.

The Boeing 747-8 has done away with its recognizable winglets. The new raked wingtip design improves aerodynamics, reducing fuel use. The same design is used on the 787 Dreamliner. The 747-8 is 14% more fuel efficient than its predecessor, according to Boeing. Lufthansa says fuel efficiency has been 1% better than forecast. The noise footprint of the plane is about 30% smaller than for the 747-400. Hide Caption 3 of 14 Photos: A tour of Boeing's 747-8 Intercontinental Cockpit – Though the cockpit has been upgraded, it's based on the same technology used in the Boeing 747-400 and 787. This means existing flight simulators can be used and conversion training is minimized. Ailerons (hinged surfaces used to control lateral balance) and flaps on the wings are operated by fly-by-wire technology.

Hide Caption 4 of 14 Photos: A tour of Boeing's 747-8 Intercontinental First 747-8 – A rest area for pilots is located at the back of the cockpit area, but behind the security door. A rest area for cabin crew is located at the very rear of the 747-8. Hide Caption 5 of 14 Photos: A tour of Boeing's 747-8 Intercontinental First in first – Lufthansa's first-class cabin is touted as the quietest in the world. Suede walls, floors and curtains are designed to absorb or insulate sound. This plane is fitted out with eight first-class seats; each is 80 centimeters wide and when flat offers 207 centimeters of space. Hide Caption 6 of 14 Photos: A tour of Boeing's 747-8 Intercontinental Shades go up, shades go down – Sure, first class has suede walls and more than 100 video options on its 17-inch monitors, but, for us, the coolest feature is automatic window blinds! Like kids in a new car pressing all the buttons, we just couldn't help ourselves.

Hide Caption 7 of 14 Photos: A tour of Boeing's 747-8 Intercontinental Dream liner – Our fill-in model demonstrates a fully reclined first-class seat. When properly set up for flight, there's a mattress on top of the seat. A partition can be raised between seats to increase privacy. We don't recommend sleeping in a business suit. Hide Caption 8 of 14 Photos: A tour of Boeing's 747-8 Intercontinental Business class – With the new aircraft, Lufthansa is launching a new business class. This 747-8 is kitted out with 80 business-class seats. There are 32 in the upper deck, 48 below (pictured here). The lower area sports a V-shaped 2-2-2 configuration. Upstairs it's 2-2. Hide Caption 9 of 14 Photos: A tour of Boeing's 747-8 Intercontinental New seat – Lufthansa's business-class seat can be flattened to make a 1.98-meter bed.

It felt a little snug for our 188 cm model (wearing shoes), but lowering arm rests and a hollow center console added to the comfort. Lufthansa says 1,340 passengers tested its new seat. Hide Caption 10 of 14 Photos: A tour of Boeing's 747-8 Intercontinental The joy of upstairs – The 747's famed staircase has been redesigned. With a new "flared" shape, the area is a lot brighter and feels more open than it used to. The entire entryway area at the base has also been redesigned. Hide Caption 11 of 14 Photos: A tour of Boeing's 747-8 Intercontinental Economy class – The economy class seating plan sports a 3-4-3 configuration and can accommodate a total of 298 passengers. An improvement is extra head space -- some overhead storage space has been relocated into the curved walls. Hide Caption 12 of 14 Photos: A tour of Boeing's 747-8 Intercontinental More room – Economy-class seats are 52 centimeters wide and can be inclined 113 degrees.

Lufthansa says it has added 5 to 7 centimeters more leg room than its 747-400. All seats on the plane are set up for inflight power and can handle iDevices. In economy, each has a 9-inch monitor with 50 video options. Hide Caption 13 of 14 Photos: A tour of Boeing's 747-8 Intercontinental Sole operator – Lufthansa is currently flying six 747-8s, serving Frankfurt, Los Angeles, Washington D.C., Bangalore and New Delhi. Korean Air and Air China are the only other airlines to date that have ordered the 747-8 Intercontinental. A freighter version, the 747-8F, is in operation with Korean Air, Cathay Pacific, Atlas Air and other cargo carriers. Hide Caption Boeing787 Farnborough airshow Insane Steep takeoff Dreamliner fly like a combat aircraft - YouTube Boeing787 Farnborough airshow Insane Steep takeoff Dreamliner fly like a combat aircraft Want to watch this again later? Sign in to add this video to a playlist. Need to report the video?

Sign in to report inappropriate content. Rating is available when the video has been rented. This feature is not available right now. Please try again later. Published on Oct 8, 2013 Stunning footage captures Boeing 787 Dreamliner performing frighteningly steep take-off and acrobatic manoeuvres, as it passes final safety test that should allow it back in the skies It's a video that should, theoretically, fill even the most nervous flier with confidence in aircraft capabilities. Although let's face it, we really wouldn't want to take-off like that! Awesome display at the Farnborough This is a genuine video not a copy. I filmed this footage on the first day of international airshow 2012. You probably have seen the famous clip from Wonkabar007 This takeoff has been filmed at the same time from a different side by TopFelya Ex F-18 Super Hornet display pilot Mike Bryan, gets to fly the Boeing F-787 at Farnborough.

Amazing how this airliner flew at FIA12, great flying and the Dreamliner looked really good, those wings are things of beauty The Boeing 787 Dreamliner is a long-range, mid-size wide-body, twin-engine jet airliner developed by Boeing Commercial Airplanes. Its variants seat 210 to 330 passengers. Boeing states that it is the company's most fuel-efficient airliner and the world's first major airliner to use composite materials as the primary material in the construction of its airframe. The 787 has been designed to be 20% more fuel efficient than the 767 it is to replace. The Dreamliner's distinguishing features include mostly electrical flight systems, a four-panel windshield, noise-reducing chevrons on its engine nacelles, and a smoother nose contour. It shares a common type rating with the larger 777 twinjet, allowing qualified pilots to operate both models, due to related design features. The aircraft's initial designation was 7E7, prior to its renaming in January 2005.

The first 787 was unveiled in a roll-out ceremony on July 8, 2007, at Boeing's Everett assembly factory, by which time it had reached 677 orders; this is more orders from launch to roll-out than any previous wide-body airliner. By May 2013, the 787 program had logged 890 orders from 58 customers, with International Lease Finance Corporation (ILFC) having the largest number on order. Development and production of the 787 have involved a large-scale collaboration with numerous suppliers around the globe. Final assembly is at the Boeing Everett Factory in Everett, Washington. Assembly is also taking place at a new factory in North Charleston, South Carolina. Both sites will deliver 787s to airline customers. Originally planned to enter service in May 2008, the project has suffered from multiple delays. The airliner's maiden flight took place on December 15, 2009, and completed flight testing in mid-2011.

Final Federal Aviation Administration (FAA) and European Aviation Safety Agency (EASA) type certification was received in late August 2011 and the first model was delivered in late September 2011. It entered commercial service on October 26, 2011. The aircraft has suffered from several in-service problems, notably fires on board related to its lithium-ion batteries. These systems were reviewed by both the FAA and the Japanese aviation agency. On January 16, 2013, the FAA issued an emergency airworthiness directive that grounded all 787s in the U.S. The EASA, Japanese Transport Ministry, India's Directorate General of Civil Aviation (DGCA), and Chile's Dirección General de Aeronautica Civil (DGAC) followed suit and grounded the Dreamliners in their jurisdictions. After Boeing completed tests on a revised battery design, the FAA approved the revised design on April 19, 2013, and lifted the grounding on April 26, 2013. The 787 returned to passenger service on April 27, 2013, with Ethiopian Airlines.

More problems hit Boeing's Dreamliner Two Tokyo-bound Japan Airlines 787 Dreamliners forced to turn around and another plane experienced a minor glitch. --------------------------------------------------------------------------------------------------------------------------- THESE AVIATION VIDEOS ARE COPYRIGHTED AND I DO NOT GIVE ANYONE PERMISSION TO COPY, EDIT OR RE-UPLOAD THEM. I WILL REMOVE ALL UNAUTHORIZED VIDEOS! --------------------------------------------------------------------------------------------------------------------------- Why are planes named after numbers, like the 747? Is there a 947 or a 658? | Dictionary.com Blog Home » Science and Technology » Why are planes named after numbers, like the 747? Is there a 947 or a 658? Why are planes named after numbers, like the 747? Is there a 947 or a 658? August 27, 2010 by: Dictionary.com 39 Comments After World War II , one of the largest aircraft manufacturers, Boeing , turned its attention from designing military craft to building commercial planes, along with missiles and spaceships. (Unrelated fact: when Boeing was forced to spin off its passenger flight division, the newly-formed company became United Airlines.

Back to the late 1940s: Model numbers were assigned to each division of aircraft (from the Boeing website:) “300s and 400s represented [military] aircraft, 500s would be used on turbine engines, 600s for rockets and missiles and 700s were set aside for jet transport aircraft. The company’s marketing department felt that the number 700 didn’t have enough pizzazz . So the first commercial passenger airline in the series was assigned the number 707 (pronounced Seven Oh Seven). The Boeing 707 is credited with launching the beginning the “Jet Age.” It was decided that all model numbers that either began or ended in a “7” would be reserved for commercial jets. The most well known aircraft in the 7×7 series is the Boeing 747, which also goes by the nickname “ jumbo jet .” The 747 made aviation history. It was designed in the 1960s as a response to an increase in air traffic. It was the largest civilian airplane in the world.

To construct the massive 747, Boeing used a 200-million-cubic-foot assembly plant in Everett, Washington. According to the Boeing site, the total wing area of the original 747 was larger than a basketball court. And its gross weight was 735,000 pounds. There are Boeing 757s 767s, 777s (the “Triple Seven,”) but the 737 and 747 are most ubiquitous in the public imagination. In 2009, the 787, the “Dreamliner,” made its debut flight. Think you know numbers ? Do you know what the “twen-“ and “-ty” of “twenty” literally mean ? Find out here .

Question: The-new Boeing "Dreamliner" aircraft has which numerical designation?
Answer: 787